Automatic control mechanism for toy electric railways



Sept. 22, 1959 c; w. SMITH 2,905,81 1

AUTOMATIC CONTROL MECHANISM FOR TOY ELECTRIC RAILWAYS Filed March 29, 1954 F I 6. l.

F I a. a,

FIG. 2.

FIG.4.

INVENTOR I f 4% CHARLES W. SMITH ATTORNEYS United States Patent AUTOMATIC CONTROL MECHANISM FOR TOY ELECTRIC RAILWAYS Charles W. Smith, Washington, D.C. Application March 29, 1954, Serial No. 419,141

8 Claims. (Cl. 246-75) This invention relates to toy railway auxiliaries of the type designed to automatically stop a toy railway train at a desired location, hold it at this location for a predetermined interval of time, and then, at the end of such time, cause it to resume its movement in the same direction it was traveling when stopped.

A principal object of the invention is to improve and simplify the construction and operation of apparatus of the indicated type.

Another object of the invention is the provision of a device of the indicated type which can be used with existing toy railway structures.

A further object of the invention is the provision of a device of the indicated type which will automatically actuate the usual control mechanism of contemporary toy locomotives to cause the same to stop at a desired location for a predetermined interval, and then resume its travel in its original direction of movement.

These and other objects and advantages of the invention will become more apparent from the following detailed description, taken with the accompanying drawing, wherein:

Figure 1 is a circuit diagram illustrating one embodiment of the invention;

Figure 2 is a circuit diagram illustrating another embodiment of the invention.

Figure 3 is a cross-sectional view of a further modification of the invention;

Figure 4 isa cross-sectional view of the contact strip taken on the line 4-4 of Figure 1; and

Figure 5 is a cross-sectional view similar to Figure 4, of a modified form of the contact strip.

Contemporary toy electric locomotives generally include a control mechanism which, by momentary interruptions of the current supplied to the locomotive through the third rail, can be shifted to successive control positions such as from forward to neutral to reverse to neutral and then back to forward. Control mechanisms of this general type usually include a rotatable drum provided with spaced contacts and intermediate insulated portions, and means including a solenoid, adapted to be intermittently operated by interruptions of the current supplied thereto, to effect step by step rotation of the drum to successive operating positions This, in turn, controlsthe starting, stopping, and direction of rotation of the motor which drives the locomotive. In view of the conventional nature of such control mechanisms and since they, form no part of the present invention they will not be further described herein.

The apparatus of the present invention is designed to automatically effect actuation of such a control mecha- .nism to stop a toy electric train at a desired location,

hold it there for a predetermined period of time and then start it again in the same direction in which it was originally traveling. The apparatus may be embodied in several forms, some of which are illustrated and described herein.

In the embodiment of the invention shown in Figure 1 Patented Sept. 22, I959 ice the numerals 10 and 11 denote the outer rails of a conventional type of toy railway track on which the wheels of the locomotive and cars run. The numeral 12 designates the normally energized third rail of the system which receives electric current from any suitable source, such as from one side of a transformer 13, through a lead 14. The rail 11 may be connected to the other side of the transformer by a lead 15 and any suitable type of control switches (not shown) may be provided for controlling operation of the toy electric locomotive.

The rails 10, 11 and 12 are normally continuous throughout the system so that there will be no interruption in the current supplied through the third rail to the locomotive. However, in accordance with the present invention, the rails 10 and 12 are provided with insulated sections 16 and 17, and means, now to be described, are associated with the insulated sections 16 and 17 and with the adjacent main portions of the tracks, for causing the train to stop for a predetermined time, and then resume its travel in the same direction.

Still referring to Figure 1, the numeral 18 designates a solenoid one side of which is electrically connected to the third rail 12 by a lead 19. At its opposite side, the solenoid 18 is connected to the insulated section 16 of {the rail 10 by a lead 20. The armature 21 of the solenoid extends outwardly therefrom and is provided with a laterally extending arm 21:; which carries a contact 22 adapted to slidably engage a contact strip 23 as the armature moves to its retracted position in response to energization of the solenoid 18.

In accordance with the invention, such retractive movement of the armature is controlled by a dashpot 24 herein shown as a separate unit consisting of a cylinder 25 having a plurality of perforations 26 in one end wall 27 thereof, and a piston 28 movable in this cylinder and having a piston rod 29 passing through the opposite wall 30 thereof. The piston rod 29 is connected to the armature 21 by a spring 31, which permits limited initial movement of the armature in a retracting direction before the full damping effects of the dashpot comes into play. A suitable type of spring for the purpose may be one so designed as to be substantially straightened out when the armature completes its initial movement whereby the full pull of the armature is then transmitted directly to the dashpot.

As will be apparent, the rate of movement of the piston and consequently the armature, can be controlled as desired by varying the number and size of the openings or perforations 26. A spring 32 is provided for returning the piston 28 to its normal position when the solenoid 18 is deenergized, and such movement of the piston back to its normal position, may also serve to move the armature from its retracted position.

The contact strip 23 is formed of conductive material and constitutes a part of a circuit adapted to electrically .37, adapted to open or interrupt the circuit between the third rail sections 12 and 17 for a purpose to be described.

The contact strip 23 may be formed from a flat strip of conductive material, as shown in Figure 4, or from a round bar of conductive material, as shown in Figure 5. In the former case, the strip is formed with transverse grooves for receiving the insulated sections 34, 35, 36

and 37. In the latter case the bar 23:: is provided with spaced annular grooves for receiving annular insulated sections, one of which is shown in Figure and designated by the numeral 35a. The insulated sections may be formed of any suitable type of insulating material.

In operation, when a train moves onto the insulated section of the track, the wheels, axles and/or other metallic parts of the locomotive complete a circuit from the transformer 13 through the solenoid 18, such circuit comprising lead 14, third rail 12, lead 19, solenoid 18, lead 20, insulated rail section 16, the wheels and axles of the locomotive, rail 11, and lead 15. This energizes the solenoid 18 which, in turn, attracts the armature 21 causing it to move to the right (Figure 1) toward its retracted position.

Because of the spring 31 the initial rate of movement of the armature 21 is quite rapid with the result that the contact 22 moves into engagement with the narrow insulated section 34 almost instantaneously. This momentarily interrupts the current supply from the third rail 12 to the insulated third rail section 17 and thence to the locomotive thereby causing the locomotive control mechanism to shift from forward to neutral and stop the train.

As the contact 22 passes the insulated section 34 the spring 31 becomes effective to transmit the full pull of the armature to the dashpot so that subsequent movement of the armature 21 is controlled at a desired rate by the dashpot 24. During the movement of the contact 22 from the insulated section 34 to the insulated section 35 the control mechanism of the locomotive remains in its "neutral position so that the train remains stationary for a period of time depending upon the damping effect exerted upon the armature 21 by the dashpot 24. However, when the contact 22 passes over the closely adjacent insulated sections 35, 36, and 37, the current supply to the third rail section 17 and hence to the locomotive is subjected to successive quick interruptions which causes the control mechanism to rapidly shift from neutral to reverse, from reverse to neutral, and from neutral to forward. During this operation, while the control mechanism of the locomotive is momentarily in reverse, it is not in this position long enough to initiate reverse movement of the locomotive. Hence, the locomotive resumes its forward motion when the contact 22 passes the last insulated section 37.

When the train has passed entirely over the insulated section of track the circuit through the solenoid is broken andthe dashpot elements and armature 21 return to their original positions under the influence of the spring 32 in readiness to repeat the same sequence of operations.

In the modification of the invention shown in Figure 2 the device is incorporated in a semaphore unit comprising a semaphore arm 40 pivotally mounted on a tower 41 for swinging movement between a lower horizontal position and an upwardly inclined position. A gear 42 is secured to the arm 40 for turning therewith and cooperates with a rack bar 43 slidably mounted in the tower. The arm 40 is weighted at its outer end, as at 44, so as normally to counterbalance the weight of the rack bar and remain in a horizontal position.

'more apparent hereinafter such upward swinging movement of the arm takes place shortly before the control mechanism of the locomotive is actuated to cause the same to resume its forward motion.

The armature 45 has a lower extension 48 connected to a dashpot 4% and provided with an intermediate arm .50 which carries a contact 51.

This contact is adapted to slide along a contact strip 52 having a series of 111811- .lated sections 53, 54, 55 and 56, the construction and 4 arrangement of the strip 52 being substantially the same as the strip 23.

As in the previous embodiment, one side of the solenoid 46 is connected to the third rail 12 by a lead 57 while the opposite side thereof is connected to the insulated rail section 16 by a lead 58. Likewise, the contact strip 52 is incorporated in a circuit electrically connecting the third rail 12 and the insulated third rail section 17, such circuit comprising a lead 59, contact strip 52, contact 51, and a lead 60.

In operation, when a locomotive enters the insulated section of track shown in Figure 2 the solenoid 46 is en ergized and pulls the armature 45 downwardly against the retarding action of the dashpot 49,'the initial movement of the armature causing the contact 51 to pass over the insulated section 53 to momentarily interrupt the current supplied to the insulated third rail section 17, and hence to the locomotive. This causes the locomotive control mechanism to shift from forward to neutral to stop the train and hold it until the contact 51 moves over the insulated sections 54, 55 and 56. When this happens, the control mechanism of the locomotive is rapidly shifted from neutral to reverse to neutral to forward whereupon the train resumes its forward movement.

As the contact 51 approaches the insulated section 54, preparatory to causing the train to resume its forward movement, the spring 47 assumes the form of asubstantially straight piece of wire thereby pulling the rack bar 43 downwardly to raise the semaphore arm 40 to its upwardly inclined position. Thereafter, the contact 51 moves across the insulated sections 54, 55 and 56 causing the train to move ahead. Thus the semaphore arm 40 is in its horizontal position when the train is stopped, and in its raised position when the train proceeds thereby giving the impression that movement of the train is being controlled in accordance with the position of the semaphore arm.

In Figure 3 I have shown a further modification of the invention wherein the dashpot is formed as a part of a solenoid 61 to provide a unitary structure. In such figure, the armature 62 of the solenoid has a slidable fit with the inner wall 63 of the solenoid. An end closure 64 for the sleeve is provided and is apertured as at 65 to permit controlled escape of air from the tube. The armature 62 acts as a piston forcing the air from the sleeve outwardly through the apertures 65, the rate of movement of the armature into the solenoid being controlled by the size and number of these openings.

It will thus be seen that the present invention provides a highly simple and inexpensive device for automatically controlling the movements of a my electric train. The

device, moreover, is designed to cooperate with conventional types of electric toy locomotives without modification of the existing structure thereof.

While preferred embodiments of the invention have been disclosed, the invention is not to be construed as limited to the specific details illustrated and described except as included in the following claims.

I claim:

1. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length 'of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, said means including a contact member and a contact adapted to slide along said contact member in engagement therewith, said contact member having a plurality of spaced insulating sections therealong adapted to interrupt the current through said electrical connecting means as said contact slides thereover, and means operative to cause said contact to slide along said contact member when a train enters said particular section, said last mentioned operative means including a solenoid having an armature, said armature carrying said slidable contact and electrical conductors connecting said solenoid between the insulated outer rail of the particular section and the third rail of the major track section whereby the solenoid will be energized by the bridging action of the train entering the particular section.

2. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, said means including a contact member and a contact adapted to slide along said contact member in engagement therewith, said contact member having a plurality of spaced insulating sections therealong adapted to interrupt the current through said electrical connecting means as said contact slides thereover, a solenoid including an armature for effecting relative movement between said contact and contact member and an electric circuit including said solenoid, one of the insulated tracks of the particular track section and the opposed track of the major track section, said last mentioned electrical circuit being completed by a train entering the particular track section from the major track section.

3. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, said means including a contact member and a contact adapted to slide along said contact member in engagement therewith, said contact member having a plurality of spaced insulating sections therealong adapted to interrupt the current through said electrical connecting means as said contact slides thereover, and means operative to cause said contact to slide along said contact member when a train enters said particular section, said last mentioned means comprising a solenoid having an armature, said contact being carried by said armature for movement therewith when said solenoid is energized.

4. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, said means including a contact member and a contact adapted to slide along said contact member in engagement therewith, said contact member having a plurality of spaced insulating sections therealong adapted to interrupt the current through said electrical connecting means as said contact slides thereover, a solenoid having an armature, said contact being carried by said armature for movement therewith, and electric circuitry for energizing said solenoid including a connection to one of the insulated tracks of the particular section and another connection to the opposed track of the major track section, a circuit being completed from the energy source to the solenoid when a train passes from the major track section to the particular track section.

5. The structure of claim 4 including damping means for the solenoid armature to regulate the rate of movement of said contact along said contact member.

6. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, including a solenoid having an armature, a contact carried by the armature, and a contact member along which said contact moves when the solenoid is energized, said contact, contact member and armature forming a portion of said electrical connecting means and said contact member having spaced insulating portions therealong adapted to interrupt the flow of current through said electrical connecting means as the contact passes thereover, said means comprising a dashpot, and a spring connecting the armature to the dashpot.

7. In a toy electric railway wherein energy is supplied to the train through an outer and a third rail energized throughout the major portion of the track length and wherein a particular section is provided having its third rail portion and a coextensive length of at least one of the outer rails, insulated from the energized portion of the track, means electrically connecting the energized portion of the third rail with the particular portion of the third rail whereby the latter is energized when the track is open, and means operative to produce successive short interruptions in the current passing through said electrical connecting means when a train enters said particular section, said means including a solenoid having an armature, an extension on the armature, a contact carried by the ex tension, and a contact member along which said contact moves when the solenoid is energized, said contact member having spaced insulating portions therealong adapted to successively interrupt the flow of current through said electrical connecting means as the contact passes thereover, and means for damping the movement of said armature, said means comprising a dashpot connected to said extension.

8. Apparatus of the type set forth in claim 7 including a signal tower, a signal arm pivotally mounted on the signal tower for swinging movement in a vertical plane, a gear secured to the signal arm, a rack bar having teeth thereon engageable with the gear, said rack bar being mounted in the tower for sliding movement, and a spring connecting the rack bar with said armature.

References Cited in the file of this patent UNITED STATES PATENTS 690,108 Hill Dec. 31, 1901 789,822 Swarts May 16, 1905 1,303,117 Roe May 6, 1919 1,399,100 Blower Dec. 6, 1921 2,073,443 Cardoza Mar. 6, 1937 2,076,290 Bliss Apr. 6, 1937 2,276,378 Duguay Mar. 17, 1942 2,401,115 Spafiord May 28, 1946 2,540,481 Heise Feb. 6, 1951 2,639,548 Hall May 26, 1953 

